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AIR-CUSHION LANDING CRAFT NAVIGATION

NAVAL ENGINEERS JOURNAL 1985年第4期97卷 248-260页

作者： GRAHAM, HR KIM, JC BAND, EGU FOWLER, AW Herbert R. Graham:received his degrees of B.S. in 1951 and M.S. in 1958 in aeronautical engineering from the Massachusetts Institute of Technology and the California Institute of Technology respectively. He also attended the Harvard Graduate School of Business Administration. He is presently a task manager at TRW Inc. McLean Virginia responsible for landing craft air cushion (LCAC) engineering support. Since joining TRW in 1967 he has had several technical project management and system engineering responsibilities in amphibious ships transportation and energy. He was responsible for the preliminary engineering design and cost estimates for tracked air cushion vehicles (TACVs). He has been active in several professional societies including ASNE and served as vice-chairman Los Angeles Section American Institute of Aeronautics and Astronautics. John C. Kim:received his degrees of B.S. in electrical engineering Tri-State University 1959 M.S. in electrical engineering Michigan State University 1960 and Ph.D. in electrical engineering Michigan State University. He is presently a senior staff engineer with TRW Inc. McLean Virginia where his technical experience has included communications system engineering and navigation system analysis. Since joining TRW in 1969 he has held numerous positions including section head project manager and department manager. His previous employment includes E-Systems/Melpar Division and Honeywell. Dr. Kim has been active in the IEEE Washington Chapter activities which included secretary vice-chairman and chairman of Systems Science and Cybernetics Group. Edward G.U. Band:received a B.S. degree in mechnical engineering in 1946 and a D.I.C in aeronautical engineering in 1947 at the City and Guilds College of London University. In 1951 he received an M.S. degree from Stevens Institute of Technology in fluid dynamics. After a career in the aircraft industry in England Canada and the U.S.A. he spent several years teaching in Chile and at Webb Institute of Naval Archi

Air cushion vehicles (ACVs) have operated successfully on commercial routes for about twenty years. The routes are normally quite short; the craft are equipped with radar and radio navigation aids and maintain continuous contact with their terminals. Navigation of these craft, therefore, does not present any unusual difficulty. The introduction of air cushion vehicles into military service, however, can present a very different picture, especially when external navigation aids are not available and the craft must navigate by dead reckoning. This paper considers the problems involved when navigating a high-speed air cushion vehicle by dead reckoning in conditions of poor visibility. A method is presented to assess the ACV's navigational capability under these circumstances. A figure of merit is used to determine the sensitivity of factors which affect navigation such as the range of visibility, point-to-point distance, speed, turning radius and accuracy of onboard equipment. The method provides simplistic but adequate answers and can be used effectively to compare the-capability and cost of alternative navigation concepts.

关键词： AIR CUSHION VEHICLES

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A computer-MODEL FOR SHIPBOARD ENERGY ANALYSIS

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NAVAL ENGINEERS JOURNAL 1984年第5期96卷 33-45页

作者： DETOLLA, JP FLEMING, JR Joseph DeTolla:is a ship systems engineer in the Ship Systems Engineering Division SEA 56D5 at the Naval Sea Systems Command. His career with the Navy started in 1965 at the Philadelphia Naval Shipyard Design Division. In 1971 he transferred to the Naval Ship Engineering Center. He has held positions as a fluid systems design engineer and auxiliary systems design integration engineer. Mr. DeTolla has worked extensively in the synthesis and analysis of total energy systems notably the design development of the FFG-7 class waste heat recovery system. He is NA VSEA's machinery group computer supported design project coordinator and is managing the development of a machinery systems data base load forecasting algorithms and design analysis computer programs. Mr. DeTolla has a bachelor of science degree in mechanical engineering from Drexel University and a master of engineering administration degree from George Washington University. He is a registered professional engineer in the District of Columbia and has written several technical papers on waste heat recovery and energy conservation. Jeffrey Fleming:is a senior project engineer in the Energy R&D Office at the David Taylor Naval Ship R&D Center. In his current position as group leader for the future fleet energy conservation portion of the Navy's energy R&D program he is responsible for the identification and development of advanced components and subsystems which will lead to reductions in the fossil fuel consumption of future ships. Over the past several years he has also directed the development and application of total energy computer analysis techniques for the assessment of conventional and advanced shipboard machinery concepts. Mr. Fleming is a 1971 graduate electrical engineer of Virginia Polytechnic Institute and received his MS in electrical engineering from Johns Hopkins University in 1975. Mr. Fleming has authored various technical publications and was the recipient of the Severn Technical Society's “Best Technical Paper of the Year” award in 1

In support of the Navy's efforts to improve the energy usage of future ships and thereby to reduce fleet operating costs, a large scale computer model has been developed by the David Taylor Naval Ship Research and Development Center (DTNSRDC) to analyze the performance of shipboard energy systems for applications other than nuclear or oil-fired steam propulsion plants. This paper discusses the applications and utility of this computer program as a performance analysis tool for design of ship machinery systems. The program is a simulation model that performs a complete thermodynamic analysis of a user-specified energy system. It offers considerable flexibility in analyzing a variety of propulsion, electrical, and auxiliary plant configurations through a component building block structure. Component subroutines that model the performance of shipboard equipment such as engines, boilers, generators, and compressors are available from the program library. Component subroutines are selected and linked in the program to model the desired machinery plant functional configurations. The operation of the defined shipboard energy system may then be simulated over a user-specified scenario of temperature, time, and load profiles. The program output furnishes information on component operating characteristics and fuel demands, which allows evaluation of the total system performance.

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RATIONALE FOR AN ADA SOFTWARE engineering ENVIRONMENT FOR NAVY MISSION CRITICAL APPLICATIONS

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NAVAL ENGINEERS JOURNAL 1984年第4期96卷 133-145页

作者： PAIGE, KK CONVERSE, RA USN LCdr. Kathleen K. Paige USN:graduated with a BA from the University of New Hampshire in 1970. She received her commission from Officer Candidate School in April 1971 and performed her first tour of duty with VFP-63 NAS Miramar. LCdr. Paige then received her MS from the Naval Post Graduate School in June 1976 and returned to San Diego to serve as Head Support Software Division at the Fleet Combat Direction System Support Activity. In May 1981 she reported to NA VSEA (PMS-408) where she served initially as Chairman of the NAVMAT Software Engineering Environment Working Group. She has been assigned as Deputy AN/UYK-43 Acquisition Manager since October 1981. LCdr. Paige was designated a fully qualified Engineering Duty Officer in December 1983. Robert A. Converse:is presently the Acquisition Manager for the Ada Language System/Navy (ALS/N) for the Naval Sea Systems Command Tactical Embedded Computer Resources Project. As such he is responsible for the definition and development of the ALS/N to be provided as a Navy standard computer programming system for Navy mission critical applications. Mr. Converse received a Bachelor of Science degree in Physics from Wheaton College Wheaton II. He spent fourteen years with the Naval Underwater Systems Center Newport Rhode Island during which time he designed and developed the Fortran compiler for the Navy Standard AN/UYK-7 computer. Also during that period he received a Master of Science degree in Computer Science from the University of Rhode Island. His thesis for that degree was entitled “Optimization Techniques for the NUSC Fortran Cross-Compiler”. Mr. Converse started his involvement with the Ada program in 1975 with the initial “Strawman” requirements review. Subsequently he was named as the Navy Ada Distinguished Reviewer and was intimately involved in the selection and refinement of the Ada language as it evolved to become ANSI/MIL-STD-1815A.

The U.S. Navy introduced the use of digital computers in mission critical applications over a quarter of a century ago. Today, virtually every system in the current and planned Navy inventory makes extensive use of computer technology. computers embedded in mission critical Navy systems are integral to our strategic and tactical defense capabilities. Thus, the military power of the U.S. Navy is inextricably tied to the use of programmable digital computers. The computer program is the essential element that embodies the system “intelligence”. In addition, it provides the flexibility to respond to changing threats and requirements. However, this very flexibility and capability poses a host of difficulties hindering full realization of the advantages. This paper describes the lessons learned about computer program development over the past twenty five years and discusses a software engineering process that addresses these lessons. It then describes how Ada and its related Ada programming Support and Run-Time Environments foster this software engineering process to improve computer program productivity and achieve greater system reliability and adaptibility. Finally, the paper discusses how the use of Ada and its environments can enhance the interoperability and transferability of computer programs among Navy projects and significantly reduce overall life cycle costs for Navy mission critical computer programs.

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RETROFITTING OF BULBOUS BOWS ON UNITED-STATES NAVY AUXILIARY AND AMPHIBIOUS WARSHIPS

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NAVAL ENGINEERS JOURNAL 1984年第6期96卷 40-51页

作者： CHUN, SK HOUGH, JJ ENGLE, AH FUNG, SC Stephen K. Chunis a graduate of the Maritime College of the State University of New York class of 1981 from which he received a B.E. degree in naval architecture and his license as a Third Assistant Engineer from the U.S. Coast Guard. Since graduation he has worked for the U.S. Navy as a naval architect with the Hull Form and Hydrodynamics Performance Division (SEA 55W3) of the Naval Sea Systems Command. Currently he is the task leader for hydrodynamic design for the DDG-51. He is also responsible for bulbous bow and appendage design for surf ace ships. Mr. Chun is a member of ASNE SNAME and ASE. Jeffrey J. Hough:is currently a naval architect with the Hull Form and Hydrodynamic Performance Division (SEA 55VV3) of the Naval Sea Systems Command (NA VSEA). In his current capacity he is a member of the Surface Ship Hydrodynamics Branch and is the divisional coordinator for computer supported design (CSD) technical director for the hull form design system (HFDS) Hull Engineering Group (SEA 55) assistant coordinator for CSD SEA 55 CSD coordinator for the DDG-51 contract design and SEA 55W3 project engineer for aircraft carrier/aviation support ship hydrodynamics. Mr. Hough received his B.S.E. degree in naval architecture and marine engineering in 1978 and his M.S.E. degree in naval architecture and marine engineering in 1979 from the University of Michigan. He began his career with the U.S. Navy in 1979 as an Engineer-in-Training in the Ship Design and Integration Directorate of NAVSEA. Prior to his current assignment Mr. Hough was the technical director responsible for the hull form and hydrodynamics energy conservation program and technical specialist for design practices for resistance and powering margins and hull form geometry. A member of ASNE since 1979 Mr. Hough is also a member of SNAME ASE and the U.S. Naval Institute. Allen H. Engleis a naval architect with the Hull Form Design and Performance Division of the Naval Sea Systems Command. He received his B.S. degree in engineering science from th

To meet energy conservation goals of the U.S. Navy, its attention has been focused on ways to reduce individual ship total resistance and powering requirements. One possible method of improving ship powering characteristics is by modifying existing individual ship hulls with the addition of bulbous bows. This paper will identify the merits of retrofitting bow bulbs on selected U.S. Navy auxiliary and amphibious warfare ships. A procedure for performing a cost-benefit analysis will be shown for candidate ship classes. An example of this technique for an amphibious warfare ship will also be provided. A brief discussion of future methods to be used for bulbous bow design such as application of systematic model test data and numerical hydrodynamic techniques will be given.

关键词： NAVAL VESSELS

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ARCTIC TRAFFICABILITY program - A REVIEW

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 169-175页

作者： VOELKER, R GLEN, IF SEIBOLD, F BAYLY, I Richard Voelker:is Vice President of ARCTEC Incorporated a firm specializing in cold regions technology. He has been responsible for the management of thePolarClass Traffic-ability Program since its inception and annually participates in the field data collection in the Arctic. His prior experience includes positions with the U.S. Coast Guard in the icebreaker design project the Military Sealift Command and at Newport News Shipbuilding. He is a graduate of N. Y.S. Maritime College and has a MS degree from the University of Michigan. I.F. Glen:received his professional degrees in naval architecture from the Royal Naval Engineering College Manadon Plymouth and RN College Greenwich London entering the Royal Corps of Naval Constructors in 1967. After serving as a Constructor Lieutenant in the Royal Navy's Far East Fleet for a short period he joined the Polaris submarine project team in Bath England in 1968. In 1971 he was seconded to the Canadian Department of National Defense in Ottawa as a Constructor Lieutenant Commander under NATO exchange arrangements where he had responsibilities initially for conventional submarines and latterly for computer aided conceptual design. He ventured to Bath England in 1974 and joined Forward Design Group. In 1975 he took a position as a civilian engineer in the Canadian Defense Department and was Head of Hull Systems Engineering from 1977 to 1979. He joined ARCTEC CANADA LIMITED in 1980 and in addition to managing ice model testing projects and full scale trials has specialized in structural response of ships to ice impact. He headed ARCTEC's Kanata Laboratory from 1981 to 1983 when he was promoted to president. Frederick Seibold:is a research program manager with the Maritime Administration's Office of Advanced Ship Development and Technology. He is responsible for the marine science program which includes research in the areas of ship powering structures and propeller performance and Arctic technology. Mr. Seibold has been employed by Mar Ad since 1961 having hel

This paper describes a multiyear program to make an operational assessment on the feasibility of a year-round Arctic marine transportation system to serve Alaska. Specifically, the three objectives were to: collect meteorological and ice data along potential marine routes; instrument the hull and propulsion machinery to improve design critera for ice-worthy ships; and demonstrate that ships can operate in midwinter Alaskan Arctic ice conditions. The U.S. Coast Guard's Polar class icebreakers were used to make the operational assessment by annually extending the route northward and by operating throughout the winter season. This paper reviews some of the operational and technical achievements to date, as well as plans for future Arctic deployments.

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THE NO FRAME CONCEPT - ITS IMPACT ON SHIPYARD COST

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NAVAL ENGINEERS JOURNAL 1984年第3期96卷 218-232页

作者： NAPPI, NS WALZ, RW WIERNICKI, CJ Natale S. Nappi:graduated from City College of New York in 1954 with a B.S. degree in civil engineering and received his M.S. in civil engineering from the Polytechnic Institute of Brooklyn in 1959. He began his professional career in 1954 at the New York Naval Shipyard as a naval architect (structures) performing detail structural design and fabrication studies for CVAs LPDs DDs and CGs and eventually became a supervisory naval architect (structures). From 1965 to 1973 he was a member of the staff of the Computer-Aided Design Division at the David Taylor Naval Ship Research and Development Center (DTNSRDC). As such he was involved in the development of the computer structural design tool the SSDP (in association with Frank M. Lev) and automated detail design programs (CASDOS). His current position is Senior Naval Architect Consultant in the structural integrity group of the Ship Structures Division Structures Department DTNSRDC. Mr. Nappi is the author and co-author of numerous technical papers and reports covering a wide spectrum of topics such as automated structural design process design for producibility and survivability material weight and cost trade-off studies and structural weight determination for high performance ships (i.e. SES SWATH HYSWAS). He has lectured on the subjects of design for survivability and ship structures at the Naval Post Graduate School and MIT. He is a member of ASNE ASCE U.S. Naval Institute Sigma Xi and is a registered Professional Engineer in the State of New York. Mr. Nappi was a member of the NAVSEA working commitee for the computer supported design planning effort and is currently a member of the DTNSRDC ASSET Advisory Committee. Ronald W. Walz:graduated in 1974 from Pennsylvania State University with a B.S. degree in civil engineering. He began his professional career in 1974 at the David Taylor Naval Ship Research and Development Center as a structural engineer in the structural design concepts group of the Ship Structures Division Structures Department.

A proposed cost effective alternative to current U.S. Navy structurally configured hulls is presented in this paper. This proposed design for producibility concept involves the elimination of structural stanchions and transverse web frames. The potential impact of this “no frame” concept on structural design, weight and construction and material costs for naval surface frigates and destroyers is reflected in 1) reduced costs for the installation of distributive systems and 2) a reduced number and complexity of structural details providing a more reliable and less costly structure. This study was performed in three parts: 1) Determine the most feasible length between bulkheads without frames; 2) Using this length perform detail weight studies and construction and material costs analysis comparison on a 72-foot long hull module, with and without frames, for a FFG-7, and 3) Estimate the saving in man hours of labor on the installation of distributive systems and shipfitting for an FFG-7. For the feasible length studies on the “no frame” structural configuration, thirty-seven strength, weight and vertical center of gravity studies were performed on two ship classes; twenty-two on the FFG-7 class and fifteen on the DD-963 class. The detailed weight studies and construction and material cost analyses were conducted for FFG-7 “no frame” and “as built” modules. Results indicating the “no frame” concept module was 6.8% heavier and 14.8% less costly than the “as built” module. For the impact of an FFG-7 “no frame” structurally configured hull on the cost of labor required for the installation of distributive systems and for other functional work such as ship fitting, welding, and electrical, this study indicated a reduction of 169,206 labor hours per ship, representing 7.12% of the total required man hours to fabricate an FFG-7 class ship. With the employment of the “no frame” concept, certain areas of significant concern and potential risk were addressed. These include: 1) t

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THE STRUCTURAL SYNTHESIS DESIGN program - ITS IMPACT ON THE FLEET

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NAVAL ENGINEERS JOURNAL 1983年第3期95卷 87-99页

作者： WIERNICKI, CJ GOODING, TG NAPPI, NS Mr. Christopher J. Wiernicki:graduated from Vanderbilt University in 1980 with a B.E. degree in Structural Engineering. Upon graduation he began his professional career at the David Taylor Naval Ship Research and Development Center. As a structural engineer in the Surface Ship Structures Division Mr. Wiernicki was responsible for developing improved methods and procedures for designing and evaluating structural systems for surf ace combatants. Specific projects included design for producibility development and evaluation of automated ship structural design methods and participation in the structural design of the CG 49 Cruiser and the current DDG 51 Destroyer. In 1982 Mr. Wiernicki received his M.S. degree in Ocean Engineering from George Washington University. Mr. Wiernicki is a recipient of the SNAME 1982-82 Graduate Scholarship and is currently doing post graduate work in Naval Architecture at Massachusetts Institute of Technology he is a member of ASNE SNAME ASCE and Chi Epsilon. Mr. Thomas G. Gooding:graduated in 1975 from the University of Michigan with B.S. degrees in Oceanography and Naval Architecture. After graduation he began his professional career at the Naval Ship Engineering Center (NA VSEC) as a structural engineer. From 1975 till 1978 Mr. Gooding worked in the area of ship dry docking and was the structural task leader on the complex overhaul ofUSS Long Beach (CGN-9). Mr. Gooding returned to the University of Michigan to receive a M.S. in Naval Architecture in 1979. Currently Mr. Gooding is the structural task leader on the DDGX/DDG 51 program at the Naval Sea Systems Command (NAVSEA). Mr. Gooding is a member of SNAME and the Naval Institute. Mr. Natale S. Nappi:graduated from City College of New York in 1954 with a Bachelor of Civil Engineering and received his M.S. in Civil Engineering from Polytechnic Institute of Brooklyn in 1959. He began his professional career in 1964 at the New York Naval Shipyard as a Naval Architect (Structure) performing detail structural design and fabrication s

The structural design of a ship's section is a complicated, repetitive and time consuming task. With the advent of new technology, high speed computers have enabled the ship designer to accomplish in a matter of seconds what would formerly take days to accomplish by hand. The Structural Synthesis Design program (SSDP) is a N avy developed computer-aided design tool which is used to design (or to analyze) the longitudinal scantlings for a variety of ship cross sections, consisting of any practical combinations of decks, platforms, bulkheads and materials, i.e., various steel and aluminum alloys. The final hull section design will have the lowest practical weight for the chosen geometric configuration, structural arrangements, and imposed loadings. The scantling developed by the program will satisfy all U.S. N avy ship structural design criteria. An explanation of the objective and design elements of N avy ship structures is included. The rationale behind the SSDP design philosophy is developed along with the significant program capabilities. In an attempt to highlight the influence of automated design procedures on the current naval ship design process, the effect of the SSDP on the DDG 51 destroyer structural development is addressed.

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SHIPBOARD MAIN BOILER AND FEED PUMP CONTROL-SYSTEM ONLINE ALIGNMENT VERIFICATION

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NAVAL ENGINEERS JOURNAL 1982年第6期94卷 39-46页

作者： BANHAM, JW ADAM, DJ James W. Banham:holds positions both as Director of the Machinery Automation Systems Department of the Naval Ship Systems Engineering Station and as Assistant Chairman of the Mechanical and Industrial Engineering Department of Drexel University's Evening College where he holds the rank of Adjunct Associate Professor. He is the author of a text on Numerical Methods Applications in Engineering. In addition to numerous technical papers he is also the author of the ISA film on Boiler Feedwater Control Systems. A registered professional engineer in the state of Pennsylvania Mr. Banham is co-author of a forthcoming handbook on preparing for the Professional Engineering Examination in mechanical engineering. Mr. Banham holds a bachelor of science degree in mechanical engineering from the Pennsylvania State University his graduate studies were taken at the University of Pennsylvania. He is currently a member of the American Society for Engineering Education and the Instrument Society of America. He served as a member of the ISA Education Committee from 1964 through 1973 and as a member of the ISA Power Plant Dynamics Committee since 1969. His service on the latter committee includes terms as Executive Secretary Vice-Chairman and Chairman. Among other honors Mr. Banham was the winner of the Naval Ship Engineering Center's first Technical Achievement Award (1963) Technical Publication Award (1974) and Equal Employment Opportunity Award (1978). He was also the recipient of Drexel University's Laura S. Campbell Award for Excellence in Teaching (1978). He has taught undergraduate courses in classical control theory numerical methods computer programming systems design and analysis and instrumentation. He also teaches systems theory and computer science in an EIT Review and heat transfer in a PE Review conducted by the Drexel University Department of Continuing Professional Education. Mr. David J. Adam:is a Project Engineer in the Naval Sea Systems Command (PMS301) Steam Propulsion Plant Improvement Program where he i

One of the most serious problems encountered in Naval steam plants following World War II was the unreliable performance of boiler and main feedpump pneumatic control systems. In addition to control component and system design deficiencies, these control systems suffered from inadequate methods to measure and adjust system alignment. This paper describes the development of a set of procedures for on-line alignment verification (OLV) of pneumatic main boiler and feedpump control systems. The procedures are designed for use by N avy control system technicians and, in addition to on-line alignment verification, provide guidance for troubleshooting and for performing system alignment. Procedure static checks measure steady state steaming performance and OLV procedure dynamic checks measure the ability of the boiler and control systems to respond to load changes. The paper describes typical control system characteristics that influence OLV procedure content and the supporting analysis that was used to establish alignment criteria ranges that satisfy both steady state and transient performance requirements. Also described is the alignment criteria tolerance analysis along with the steps involved in a typical OLV check procedure development. Descriptions of the various OLV checks, troubleshooting procedures and alignment procedures are provided. Typical shipboard implementation requirements are described and experience to date with the procedures is provided along with a status report on OLV procedure implementations.

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SUPERIORITY AT SEA - AN AFFORDABLE SYSTEM FOR THE 1990S

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NAVAL ENGINEERS JOURNAL 1982年第2期94卷 29-38页

作者： FLUK, H The authorgraduated from New York University in 1952 as an Aeronautical Engineer and entered the United States Air Force (USAF). He attended the USAF Institute of Technology for graduate Aerodynamics and following that served three years as a Project Officer in the field of Special Weapons. Returning to civilian life in 1957 he joined Curtiss-Wright Corporation's Engine Division and shortly thereafter transferred to the company's Model 200 V/STOL Aircraft Program later to become the Tri-Service X-19. His responsibilities variously included Flight Loads and Controls Aerodynamic Research and publication of the X-19 Aircraft Technology. In 1966 he joined Boeing's VERTOL Division initially working in helicopter stability and then in downwash and autorotation characteristics. This was followed by research and development and long-range planning and then assignment to introduce new computer services to the Engineering Department. In 1975 he joined the Naval Air Engineering Center Lakehurst N.J. to provide technology in horizontal and vertical engine jet flows and at the present time is Manager for Systems Studies in the Advanced Systems Office where he works with the Aircraft and Ship Communities to enhance military effectiveness at sea.

A weapons system has been configured specifically to counter (or preempt) the long-range standoff missile threat. Rationale for this system starts with a discussion of cost and weight, and shows why modern multi-mission systems have become intolerably expensive. Questions are raised regarding the advantages and disadvantages of building future naval aviation forces solely around the Aircraft Carrier Battle Group. The application of a few small modern ships, forming a future Battle Force, holds promise for large economies. Likewise, some accepted views regarding CTOL (Conventional Take Off & Laundry) and V/STOL (Vertical Short Take Off & Launding) aircraft are revisted in terms of their relative costs. A weapons system is proposed which, at one-fourth the weight of an Aircraft Carrier Battle Group, may be produced and operated for one-third the cost.

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MACHINERY ARRANGEMENT DESIGN - A PERSPECTIVE

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NAVAL ENGINEERS JOURNAL 1981年第3期93卷 133-141页

作者： RESNER, ME KLOMPARENS, SH LYNCH, JP Mr. Michael E. Resner:received an Engineering Degree from Texas A&M University in 1966 and has done graduate work in management at American University. He is Director Machinery Arrangements/Control Systems and Industrial Facilities Division (SEA 525) at the Naval Sea Systems Command. His previous positions have included Program Manager Solar Total Energy Program at the Department of Energy and Branch Chief Machinery Control Systems Branch at the Naval Ship Engineering Center. Mr. Stephen H. Klomparens:is a Naval Architect at Designers & Planners Inc. and is engaged in development of computer aids for ship design. He received his B.S.E. degree in Naval Architecture and Marine Engineering from the University of Michigan in 1973 and his M.S. degree in Computer Science from the Johns Hopkins University. Mr. Kolmparens began his professional career at Hydronautics Inc. in 1974 where he was involved in the use of marine laboratory facilities for test and development of conventional and advanced marine craft. Since 1977 he has been involved with naval and commercial ship design and with development of computer-aided ship design tools. Mr. John P. Lynch:is a Principal Marine Engineer with Hydronautics Inc. He was previously employed in the auxiliary machinery and computer-aided design divisions of the David W. Taylor Naval Ship R&D Center the machinery design division of the New York Naval Shipyard and the machinery arrangement code of the Bureau of Ships. His active naval service was as a ship superintendent in the production department of the Long Beach Naval Shipyard. Mr. Lynch received his B. S. degree in Marine Engineering from the New York State Maritime College and his M.S. degree in Mechanical Engineering from Columbia University. He is a licensed Professional Engineer in the State of New York and a member of ASNE.

The machinery arrangement design process has remained relatively unchanged over the years. Recently, external demands have been placed on both the product and the producers that call for changes to this process. This paper cites these external demands and traces the evolution of the process changes from the rule-of-thumb machinery box sizing routines up to the current automated procedures. The machinery arrangement design practice is presented, and existing analytic and graphics aids are discussed. The user requirements for improved design aids are presented, with implementation guidelines and hardware/software alternatives.

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